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Watch Indian cars fail Global NCAP crash tests miserably

It's taken for granted that cars currently for sale in Western countries pass crash tests, and often merit four- or five-star safety ratings in NCAP or NHTSA tests. This is why these scores attained by Indian market cars are so galling: seven vehicles currently sold in India got zero stars in any category – a horrifying clean sweep. It is understandable that cars sold in a developing market are cheap and equipment levels are low, but acceptable crash safety is something that should be considered essential in all markets. The cars tested in the Global New Car Assessment Programme were Hyundai's Eon, Maruti Suzuki's Eeco and Celerio models, Mahindra's Scorpio SUV and several Renault Kwid models. All of the cars were manufactured in India for the Indian market, and the Mahindra Scorpio was the sole larger car. It was first introduced in 2002, with updates made in 2006 and 2014. Mahindra has long planned to export its vehicles to the United States, with the likeliest version a pickup variant of the Scorpio. Renault's Kwid crossover was tested in three versions. Initially, the Kwid was tested with and without airbags, and on both accounts it scored zero stars in adult occupant protection and two stars in child occupant protection. Renault strengthened the bodyshell and the crash tests showed the updated Kwid's structure did not collapse; still, it was rated unstable and that it couldn't withstand further stress. On closer inspection, the structural reinforcements were found to be done only on the driver's side of the passenger cell. Renault has confirmed more safety updates are on their way. "We welcome Renault's efforts to correct this and we look forward to testing another improved version with airbags. Renault has a strong record of achievement in safety in Europe and it should offer the same commitment to its customers in India", says Global NCAP's David Ward. "Global NCAP strongly believes that no manufacturer anywhere in the world should be developing new models that are so clearly sub-standard. Car makers must ensure that their new models pass the United Nations' minimum crash test regulations, and support use of an airbag." The airbag-equipped Kwid was the only model of the seven cars tested that was fitted with one. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. This is how the Mahindra Scorpio performed. This content is hosted by a third party.

Hyundai Santa Fe facelift and interior redo spied

Hyundai just rolled out the third-generation Santa Fe in 2012, so it'll be a little while yet before the crossover warrants replacement altogether. It does, however, appear to be preparing a facelifted version for introduction in the near future. Spied undergoing testing in Europe, the updated Santa Fe looks poised to get a new grille, restyled LED foglamps, new bumpers front and rear, new taillights graphics and new exhaust tips. The cockpit looks like it's getting the once-over as well, with a new infotainment system in the dashboard. Beyond that we couldn't really tell you at this point, but we can expect the revised Korean crossover to arrive sometime later this year. Previous generations of the Santa Fe lasted for about six years on the market, however, so we wouldn't anticipate a complete replacement until 2018 or so. Related Video:

Who can really claim first mass-produced fuel cell vehicle delivery in US?

Last month, Hyundai said that the initial deliveries of the Tucson Fuel Cell vehicles in California meant that, "For the first time, retail consumers can now put a mass-produced, federally-certified hydrogen fuel cell vehicle in their driveways." But try telling that to Jon Spallino. In 2005, Honda leased a hydrogen fuel cell FCX, a small hatchback, to the Spallino family (as far as we know, he parked it in his driveway). The company did the same thing again in 2008 with the FCX Clarity, a sleek new design based on the FCX Concept, and others signed for the H2 ride as well, including celebrities. No matter how you slice it, Honda has been in the fuel cell delivery market for almost a decade now. Just look at this. Or this. Or this. Oh, and other automakers (General Motors in Project Driveway in 2006 and Mercdes-Benz with the F-Cell in 2010, for example) have delivered fuel cell vehicles in the US as part of short-term test programs. But let's get back to Hyundai's claim. There's little question that the first delivery of a "fuel cell vehicle for the US market" has already taken place (and they were federally certified, too), which means that the debate revolves around the definition of mass-produced and whether "mass production" is about a number or about the process? Let's investigate below. First, lets review Honda's bona fides. We can start with the official version of Honda's fuel cell history, which is missing the pertinent detail that Honda build the Clarity on a dedicated assembly line and established a small network of three dealerships to lease the FCX Clarity in 2008. All of the FCX Clarity vehicles in customer hands in the US were leased through these dealerships. Sure, Honda started with hand-built stacks in its hydrogen vehicles, but went to automated control of some parts and components with series production. "It is good to see others doing today what we've been doing since 2008" – Steve Ellis, Honda Or, as Honda's Steve Elllis put it to AutoblogGreen regarding Hyundai's fuel cell deliveries: "This was exactly as prescribed by the creation of the California Fuel Cell Partnership. It's the very essence of 'co-op-itition.' We at Honda, as do many others, continue to push forward on many technologies, both the battery and the fuel cell. And society is the beneficiary." Then he added, "It is good to see others doing today what we've been doing since 2008." Now, how does Hyundai compare?